Flexible gear



Dec. 28 1926.

v F. L. ALBEN FLEXIBLE GEAR Filed sept. 20. 192

WlTN ESS ES:

Patented Dec. 28, 1926.

PATENT @iiiiif FRANK L. ALBEN, OF WILKNSBURG, EENNSYLVANIA, ASSt'G-NOR TO W'ESTNGHOUSE ELECTRIC @c MANUFACTURNG COMPANY, A CORPORATION GF EENNSYLVANEA.

FLEXIBLE GEAR.

Application led September 20, 1923. Serial No. $63,737.

My invention relates to Flexible wheel elements, more especially to flexible wheel structures that are especially adapted to railway vehicles.

lt is among the objects of my invention to provide a flexible wheel structure of simple, compact and durable mechanical construction, which shall be adapted to reduce the stresses on the rails and which shall be capable of providing movement ot the hub relative to the rim member.

Vehicle wheels are designed to eliminate the dead-weight on the axles as much as possible, consistent with the type of service and weight of the vehicle body that they support. In railway vehicles, the wheels are of relatively large proportions and comprise heavy masses which are very destructive in their engagement with the rails of the roadbed. The flanges and hubs of the wheels are subjected to shock and impact from the rough tracking conditions and bad joints of the rails.

My present invention is directed to a wheel structure that is designed to be yieldable under heavy loads, thereby eliminating the strain on the rails and the wheels themselves. Such iiexibility to a great extent reduces the dead-weight on the axles and permits of relative movement of the center hub portion and the outer rim of each wheel.

My wheel structure comprises a hub and a rim member having a plurality of intermediate spokes which are flexibly connected to the hub portion to permit of resilient radial and angular movement, one end of each spoke being securely joined to the hub member, which also constitutes a gear hub on which a gear rim is secured.

ln the accompanying drawing constituting a part hereoic and in which like reference characters designate like parts:

Fig. 1 is a side elevational view of a iiexible Wheel embodying the principles of my invention,

Fig. 2 is a cross-sectional view taken along the line II-II of Fig. 1, and

Fig. 3 is a cross-sectional view of a spring pocket taken along the line III-III of Fig. 1.

Referring to the drawing, the illustrated wheel structure comprises a hub 1 having a web or spider portion 2 and a radially extending flange 3 that is formed integrally therewith. The hub 1 is provided with a center opening l that is adapted to receive a drive shaft 5, such as the axle oi' a vehicle. A plurality of spokes 6 having ends 7 oii substantially U-shape are disposed around the flanged portion 3 oit the hub and are f secured thereto by a plurality ot rivets or bolts 8, which extend through a clamping plate 9 that is secured on the outside of .the hub member.

The extended ends of the spokes 6 are anii.

nular in cross-section, as shown in Fig. 3, and are disposed in spring pockets 10 having lateral recesses 11 tor receiving tangentially extending coil springs 12. Gne end of each spring 12 bears against one of a plurality The members 10 are severally provided with peripheral slots 16 for engaging the wheel tire or rim 17, and liners 18 are severally disposed therebetween to constitute wearing shoes. A gear rim 19 is secured on the web portion 2 or the hub 1, f"-

and a gear case 2O substantially encloses the web portion 2 and gear rim 19 to constitute a lubricating chamber. The spring pockets 10 are adapted to carry lubricant for the wearing liners 13 and 18. A plurality of oil holes 21 are provided'to permit lubrication or the liners 18.

In service, the operation of the hub 1 and the tire 17 is such as to permit resilient radial and angular relative movement thereof, limited by the springs 12 and 14, the spokes 6 moving along the liners 13 and tire 17 on the liners 18. The load on the axle will not be concentrated on the radial springs 14 on account of the angular disposition of the springs 12, which carry a portion of the load. The springs further function to absorb shock and impact from the tire, thus relieving the wheel axle and other more delicate connecting parts.

It is evident Jfrom the above description of my invention that a vehicle wheel made in accordance therewith provides novel functional characteristics which are highly desirable for railway operation, while the 

